In the present project, several methods have been developed, tested and described for calculating the duration of passenger exchanges at train stations. The objective has been to reduce the total duration of stops at train stations. The project is written as a master thesis at Centre of Traffic and Transport (CTT) at the Danish Technical University (DTU).
Among other things the sources of inspiration during the first phases of the project aredescribed in chapter 1. The sources of inspiration were:
Observations on the durations of stops, where the mean and dispersion varied greatly, when observed on one station and on the same type of rolling stock several times.
The growing capacity restraints on certain rail lines in Denmark.
Structural changes in the previous Danish National Railways, dividing the department into a public owned train operating company (DSB) and a national railway agency (Banestyrelsen).
A strategic plan “Gode Tog til Alle” published by DSB in 1999.
Preliminary work undertaken by Banestyrelsen in 2002, on a standard for calculating the duration of stops at train stations.
Furthermore a review is given on the making of timetables in Denmark. An example of the making of timetable, is the way in which the recovery margins to guarantee timekeeping is calculated as a part of the total travel time between two stations meaning that the coach driver is forced to drive“slowly” to stay on schedule.
Initiatives already taken and experience gained is collected from the relevant sources on the subject of reducing the durations of time spend at a stop by looking at the individual processes that contribute to the total duration of the stop. The relevant sources are primarily DSB and Banestyrelsen. Before this project was initiated no tools existed in Denmark for calculating the time necessary for passenger exchange at a stop.
In the final part of the chapter the experience and the research, which have taken place as field studies has been accounted for. The experience gained and research done has primarily taken place in Sweden and in Switzerland.
The theoretical ground principles are presented in chapter 2. These principles are among other things used in the calculation of passenger exchange time. A review is carried out of the work that has taken place at the technical university in Stockholm (KTH) and at the technical university in Zurich (ETH). In the chapter a presentation is done of the empirically developed formula for calculating the passenger exchange time using input like the vertical boarding distance from platform to the floor of the train or number of exchanged passengers and door width for example.
Results of the project are based primarily on surveys carried out during the first three weeks of September 2002 in a separate course at DTU. Chapter 3 describes measuring methods and measuring data together with external conditions under which collection of data was carried out. Furthermore is has been accounted for whether measurings and circumstances under which surveys have been carried out, can be considered as valid regarding the chosen rail line Ellsinore station – Copenhagen Airport, Kastrup. The stations, which have been examined, are: Nivaa, Kokkedal, Hellerup, Oesterport, Noerreport, Copenhagen Airport, Kastrup.
In chapter 4 results of the surveys have been reviewed. Results are grouped according to their relation to means of time, number of passengers or circumstances relating to rolling stock.
Among results related to the length of the passenger exchange time the most sensational results are the great deviation on the measurements carried out at the central stations in Copenhagen and especially on Copenhagen Airport, Kastrup station. The rest of the smaller stations all have a low deviation. This is a general tendency on all the measurements carried out related to time.
Results related to the number passenger exchanges show in part the same tendencies as the results related to time. Passenger exchange numbers are highest on Copenhagen Airport, Kastrup, Noerreport and Oesterport station, while the stations located north of Hellerup have fewer aligning and boarding passengers. The share of passengers who choose to use the critical door varies depending on station and platform from 20% to 40% of the total passenger exchange number on the recorded trains. The critical door on a train is the door where the passenger exchange has the longest duration. The location of the critical door is very much dependent on the current platform and on top of this the surveys show a high deviation in the location of the critical door. It is assumed that adaptations of stations together with passengers’ preference concerning choice of door to board the train are some of the reasons.
The passenger mix and the share of passengers, who are classified as phenomenons, have also been surveyed. Phenomenons are here interpretated as the share of passengers travelling with a large amount of luggage, passengers travelling with bicycles and elderly people. Except from Copenhagen Airport, Kastrup the number of phenomenons is generally not considered a problem.
Analysis of the results of following individual elements of the duration of the time at a stop shows a potential for optimising the length of the stay, especially on the larger stations. The analysed parts are: the approach time, defined as the duration of time from the last waiting passenger on the platform has boarded the train until the train conductor calls the train off for departure; the duration of time after the approach time has ended and until the train starts running; and excess of time at stops (incl. or excl. a supplementary start margin added to the timetable to compensate for time which is spend on communication between the coach driver and the train conductor).
In chapter 5 methods and scenarios are developed and described for calculating the number of passengers using the critical door. Subsequently, methods for calculating the time necessary to exchange passengers are developed and described.
Three methods for calculating the share of passengers choosing to board the train through the critical door has been developed and described. The first method is based on a connection between the passengers’ choice of the critical door and the number of access points on the platform. The second method assumes a relationship between the passengers’ choice of the critical door and the type of rolling stock used. The last method intends to be used as a rough estimate on the share of passengers choosing the critical door, and can be estimated as 25% of the total number of exchanged passengers. Alternatively the number of passengers can be determined by surveys on (the) station( s), which provides the most accurate result in the calculation of passenger exchange times.
When using the methods presented, it is possible to calculate the mean and the 85% quartile of the passenger exchange number at the critical door. Subsequently the deviation in calculating the passenger exchange time can be illustrated by two scenarios. The reason why it is interesting to expose the deviation is, that it provides the opportunity to select the quartile of the passenger exchange number that should be chosen as the foundation of the calculation of passenger exchange time.
After the method for calculating the number of passengers choosing to board the train at the critical door has been determined, the calculated passenger number at the critical door is used in the calculation of the necessary passenger exchange time.
First, two methods have been found during the examination of the foreign literature, which are estimated as potentially useful under Danish circumstances on regional and domestic lines. These methods are named “Teorimetode 1 & 2”.
Secondly, two methods have been developed and described which are entirely based on the results of the surveys of passenger exchanges on the mentioned above stations. These methods are named “Empirimetode 1 & 2”.
The utility of the four methods have been examined on the stations, which were included in the surveys mentioned above.
Input for calculating passenger exchange time (except number of passenger using the critical door) is statistically determined.
After having made the choice of method for calculating the number of passengers using the critical door and the four methods for calculating the necessary time for passenger exchange, a mean and 85% quartile scenario have been investigated.
The requirements of the methods are that the calculated time necessary for passenger exchange does not deviate more than what is reasonable to accept, when compared to the real values measured during the surveys. If the calculated values of the methods are summed on all the investigated stations, the deviation relative to the real values vary from 5% to 17% depending on method and scenario.
If the results of the methods are examined separately by station or platform, the results are much less satisfying showing discrepancies on the “Teorimetode 1” from 1% to 58% from real values. In spite of the discrepancies mentioned above, “Teorimetode 1” is valued as the method, which all in all provides the best accuracy compared with real values.
The calculations showing the greatest discrepancies from the real values are all on Copenhagen Airport, Kastrup, which provides evidence for asserting that none of the methods investigated can be used on stations where passengers have little knowledge of the station and are carrying large amounts of heavy luggage.
In chapter 6 a review and a discussion is made over initiatives that can be enforced in reducing the duration of stops on a short and a long term. The chapter is divided accordingly to parts that need to contribute in order to achieve the goal being a reduction in the duration of stops. The chapter is meant to function as a source of inspiration to train operating companies who wish to prepare themselves to a future competitive tendering on contracts with the Ministry of Transport. Furthermore the national railway agencies can find inspiration in ways to maximizing the capacity on rail lines by setting up constraints for the train operating companies concerning the maximum duration of stops. Examples of ideas from the chapter are information campaigns trying to change the behaviour of the passengers on stations and platforms together with information on the placement of doors along the train when it has come to a stop at the platform.
Subsequently descriptions have been made of how to implement reduced durations of stops on regional and domestic rail lines in the timetable. It is recommended, that intervals of the duration of stops are still used, however changing the way in which time in the printed timetable is presented from down to ½ minutes into seconds.
Finally in chapter 7 assessments are made on the perspectives regarding further research and economics. Methods to improve the methods for calculating the number of passengers at the critical door and methods for calculating the passenger exchange time can all be improved. Regarding the developed “empirical methods” there is a discussion of pros and cons on whether the methods can be regarded as representative on regional and domestic lines in Denmark. Subsequently an economic perspective is drawn examining the economic and business economic, and showing the benefits obtained by reducing the duration of stops. The proportion of the possible benefits are illustrated with an example calculating benefits in DKK, when the duration of stops are reduced with a total of 3 minutes on the rail line from Ellsinore station to Copenhagen Central station (equivalent to app. 13 sec. pr. station).